1336 Resistor Brake

7/29/2019 1336 Resistor Brake

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Installation Data

1336-5.64 July, 2005

Allen-Bradley1336/1336VT/1336 PLUS/PLUS II/IMPACT1336 FORCE DrivesDynamic Braking

Series D Cat. No. 1336-MOD-KA005, KB005 and KC005

Series D Cat. No. 1336-MOD-KA010, KB010 and KC010

Series D Cat. No. 1336-MOD-KB050 and KC050

Table of Contents

What This Option Provides . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Where This Option Is Used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

What These Instructions Contain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

How Dynamic Braking Works . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

How to Select a Dynamic Brake Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5Table 1a 200-240V AC Drive Brake Assembly Ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

Table 2a 380-480V AC Drive Brake Assembly Ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

Table 3a 500-600V AC Drive Brake Assembly Ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

KA005-KA010, KB005-KB010 and KC005-KC010Dimensions, Weights and Conduit Entry Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

KB050 and KC050Dimensions, Weights and Conduit Entry Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

Installation Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

Mounting Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

Recommended Brake Configurations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

Brake Fault Contact Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

Brake Fuses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

Brake Module Jumper Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

KA005-KA010, KB005-KB010 and KC005-KC010Terminal Block, Fuse and Jumper Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

KB050 and KC050Terminal Block, Fuse and Jumper Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

KA005-KA010, KB005-KB010 and KC005-KC010Wiring Scheme. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

KB050 and KC050Wiring Scheme . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

DC Power Wiring Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

Table 1b DC Brake Power Wiring for 200-240V AC Drives . . . . . . . . . . . . . . . . . . . . . . . . . 27Table 2b DC Brake Power Wiring for 380-480V AC Drives . . . . . . . . . . . . . . . . . . . . . . . . . 27

Table 3b DC Brake Power Wiring for 500-600V AC Drives . . . . . . . . . . . . . . . . . . . . . . . . . 27


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Heavy Duty Dynamic Braking2

1336-5.64 July, 2005

What This Option Provides The Heavy Duty Dynamic Braking Option provides a self contained NEMAType 1 enclosed assembly that is wired to a 1336 AC Drive. Dynamic

braking can increase the braking torque capability of a drive up to 100%.

Where This Option Is Used B003-B250 and C003-C250 1336 Drives

B003-B250 1336VT Drives

AQF05-A010, BRF05-B250 and C007-C250 1336 PLUS and 1336 FORCE

Drives

What These InstructionsContain

These instructions describe Dynamic Brake Module operation and explain

how to calculate the data needed to correctly select, configure and install a

Heavy Duty Dynamic Brake Module. By completing How to Select aDynamic Brake Module first, you will be able to determine:

1.Whether or not Heavy Duty Dynamic Braking is required for yourapplication.

2. If Heavy Duty Dynamic Braking is required, the rating and quantity of

brakes required.

How Dynamic Braking Works When an induction motors rotor is turning slower than the synchronousspeed set by the drives output power, the motor is transforming electrical

energy obtained from the drive into mechanical energy available at the drive

shaft of the motor. This process is referred to as motoring. When the rotor

is turning faster than the synchronous speed set by the drives output power,

the motor is transforming mechanical energy available at the drive shaft of

the motor into electrical energy that can be transferred back into the utility

grid. This process is referred to as regeneration.

Most AC PWM drives convert AC power from the fixed frequency utility

grid into DC power by means of a diode rectifier bridge or controlled SCR

bridge before it is inverted into variable frequency AC power. Diode and

SCR bridges are cost effective, but can only handle power in the motoring

direction. Therefore, if the motor is regenerating, the bridge cannot conduct

the necessary negative DC current, the DC bus voltage will increase and

cause a Bus Overvoltage trip at the drive.

Catalog Number Description

1336 MOD K B 005

1336/1336VT/1336 PLUS/1336 FORCE

Heavy Duty Dynamic Braking

Voltage Rating

A = 230V AC

B = 380/415/460V AC

C = 500/575V ACBrake Kit Code

005 = Drive Ratings 003-005/F05-F50

010 = Drive Ratings 007-010

050 = Drive Ratings 040-060


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Heavy Duty Dynamic Braking 3

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Expensive bridge configurations use SCRs or transistors that can transform

DC regenerative electrical energy into fixed frequency utility electrical

energy. A more cost effective solution is to provide a Transistor Chopper

on the DC Bus of the AC PWM drive that feeds a power resistor which

transforms the regenerative electrical energy into thermal energy. This is

generally referred to as Dynamic Braking.

How The Dynamic BrakeModule Works

A Dynamic Brake Module consists of a Chopper Module (a chopper

transistor and related control components) and a Dynamic Brake Resistor.

Figure 1 shows a simplified schematic of a Dynamic Brake Module. TheChopper Module is shown connected to the positive and negative DC Bus

conductors of an AC PWM Drive. The two series connected Bus Caps are

part of the DC Bus filter of the AC Drive.

A Chopper Module contains five significant power components:

Protective fuses are sized to work in conjunction with a Crowbar SCR.Sensing circuitry within the Chopper Transistor Voltage Control determines

if an abnormal condition exists within the Chopper Module, such as ashorted Chopper Transistor or open Dynamic Brake Resistor. When an

abnormal condition is sensed, the Chopper Transistor Voltage Control will

fire the Crowbar SCR, shorting the DC Bus and melting the fuse link. This

action isolates the Chopper Module from the DC Bus until the problem can

be resolved.

The Chopper Transistor is an Insulated Gate Bipolar Transistor (IGBT). TheChopper Transistor is either ON or OFF, connecting the Dynamic Brake

Resistor to the DC Bus and dissipating power, or isolating the resistor from

the DC Bus. There are several transistor ratings that are used in the various

Dynamic Brake Module ratings. The most important rating is the collector

current rating of the Chopper Transistor that helps to determine theminimum ohmic value used for the Dynamic Brake Resistor.

Chopper Transistor Voltage Control regulates the voltage of the DC Busduring regeneration. The average values of DC Bus voltages are:

375V DC (for 230V AC input)

750 V DC (for 460V AC input)

937.5V DC (for 575V AC input)

Voltage dividers reduce the DC Bus voltage to a value that is usable in signal

circuit isolation and control. The DC Bus feedback voltage from the voltage

dividers is compared to a reference voltage to actuate the Chopper

Transistor.

The Freewheel Diode (FWD), in parallel with the Dynamic Brake Resistor,allows any magnetic energy stored in the parasitic inductance of that circuit

to be safely dissipated during turn off of the Chopper Transistor.


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Figure 1Simplified Schematic of Dynamic Brake Module

Dynamic Brake Modules are designed to be applied in parallel if the current

rating is insufficient for the application. One Dynamic Brake Module is the

designated Master Dynamic Brake Module, while any other Modules arethe designated Follower Modules.

Two lights are provided on the front of the enclosure to indicate operation.

DC Power light illuminates when DC power has been applied to theDynamic Brake Module.

Brake On light flickers when the Chopper Module is operating orchopping.

Bus Caps

Bus Caps

CrowbarSCR

SignalCommon

DynamicBrake

Resistor

ChopperTransistor

Chopper Transistor

Voltage Control

ToVoltageControl

ToVoltageControl

ToVoltageControl

ToCrowbarSCR Gate

Fuse

DC Bus

+ DC Bus

Fuse

ToVoltage Dividers

VoltageDivider

VoltageDivider

FWD

FWD


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1336-5.64 July, 2005

How to Select a Dynamic BrakeModule

As a rule, a Dynamic Brake Module can be specified when regenerative

energy is dissipated on an occasional or periodic basis. In general, the motor

power rating, speed, torque, and details regarding the regenerative mode of

operation will be needed in order to estimate what Dynamic Brake Module

rating to use. When a drive is consistently operating in the regenerative

mode of operation, serious consideration should be given to equipment that

will transform the electrical energy back to the fixed frequency utility.

The peak regenerative power of the drive must be calculated in order to

determine the maximum ohmic value of the Dynamic Brake Resistor of the

Dynamic Brake Module. Once the maximum ohmic value of the Dynamic

Brake Resistor current rating is known, the required rating and number of

Dynamic Brake Modules can be determined. If a Dynamic Brake Resistance

value greater than the minimum imposed by the choice of the peak

regenerative power is made and applied, the drive can trip off due to transient

DC Bus overvoltage problems. Once the approximate ohmic value of the

Dynamic Brake Resistor is determined, the necessary power rating of the

Dynamic Brake Resistor can be calculated.

The wattage rating of the Dynamic Brake Resistor is estimated by applying

what is known about the drives motoring and regenerating modes of

operation. The average power dissipation of the regenerative mode must be

estimated and the wattage of the Dynamic Brake Resistor chosen to be

greater than the average regenerative power dissipation of the drive. If the

Dynamic Brake Resistor has a large thermodynamic heat capacity, then the

resistor element will be able to absorb a large amount of energy without the

temperature of the resistor element exceeding the operational temperature

rating. Thermal time constants in the order of 50 seconds and higher satisfy

the criteria of large heat capacities for these applications. If a resistor has

a small heat capacity, defined as thermal time constants less than 5 seconds,

the temperature of the resistor element could exceed maximum temperaturelimits during the application of pulse power to the element and could exceed

the safe temperature limits of the resistor. The resistors used in the Dynamic

Brake Modules have thermodynamic time constants of less than 5 seconds.

This means restrictions must be imposed upon the application of the

Dynamic Brake Modules.

Peak regenerative power can be calculated as:

Horsepower (English units)

Watts (The International System of Units, SI)

Per Unit System (pu) which is dimensionless

The final number must be in watts of power to estimate the ohmic value ofthe Dynamic Brake Resistor. The following calculations are demonstrated

in SI units.


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How to Select a Dynamic BrakeModule

Gather the following information:

Power rating from motor nameplate in watts, kilowatts, or horsepower

Speed rating from motor nameplate in rpm or rps (radians per second)

Motor inertia and load inertia in kg-m2 or lb-ft2

Gear ratio (GR) if a gear is present between the motor and load Motor shaft speed, torque, and power profile of the drive application

Figure 2 shows the speed, torque, and power profiles of the drive as afunction of time for a particular cyclic application that is periodic over t4

seconds. The desired time to decelerate is known or calculable and is within

the drive performance limits. In Figure 2, the following variables aredefined:

(t) = Motor shaft speed in radians per second (rps)

N(t) = Motor shaft speed in Revolutions Per Minute (RPM)

T(t) = Motor shaft torque in Newton-meters1.0 lb-ft = 1.355818 N-m

P(t) = Motor shaft power in watts1.0 HP = 746 watts

b = Rated angular rotational speedRad/s

o = Angular rotational speed less than b (can equal 0)

Rad/s

-Pb = Motor shaft peak regenerative power in watts

=2N

60


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1336-5.64 July, 2005

Figure 2Application Speed, Torque and Power Profiles

0 t1 t2 t3 t4 t1 + t4 t

0 t1 t2 t3 t4 t1 + t4 t

0 t1 t2 t3 t4 t1 + t4 t

(t)

T(t)

P(t)

-Pb

o

b


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Step 1 Determine the Total Inertia

Step 2 Calculate the Peak Braking Power

Compare the peak braking power to that of the rated motor power. If the

peak braking power is greater that 1.5 times that of the motor, then the

deceleration time (t3 - t2) needs to be increased so that the drive does not

go into current limit. (This is assuming that 150% of motor power is lessthan or equal to 150% drive capacity.)

JT = Jm + (GR2 JL) 1.0 lb-ft

2 = 0.04214011 kg-m2

JT = Total inertia reflected to the motor shaft (kg-m2)

Jm = Motor inertia (kg-m2)

GR = Gear ratio for any gear between motor and load (dimensionless)

Note: For 2:1 gear ratio, GR = 0.5.

JL = Load inertia (kg-m2)

JT = +( ) JT = __________ kg-m2

Pb=

JT = Total inertia reflected to the motor shaft (kg-m2)

b = Rated angular rotational speed (Rad / s = 2Nb / 60)

o = Angular rotational speed,less than rated speed down to zero (Rad / s)

Nb = Rated motor speed (RPM)

t3 - t2= Deceleration time from

bto

o (seconds)Pb = Peak braking power (watts)

1.0 HP = 746 watts

JTb (b - o)

t3 - t2

Pb = ( )

[ ]Pb = __________watts


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Step 3 Calculate the Maximum Dynamic Brake Resistance Value

The choice of the Dynamic Brake resistance value should be less than the

value calculated in Step 3. If the resistance value is greater than the valuecalculated in Step 3, the drive can trip on DC Bus overvoltage. Do not reducePb by any ratio because of estimated losses in the motor and inverter. This

has been accounted for by an offsetting increase in the manufacturingtolerance of the resistance value and the increase in resistance value due to

the temperature coefficient of resistor element.

Step 4 Choose the Correct Dynamic Brake Module

Go to Table 1a, 2a, or 3a in this publication and choose the correct Dynamic

Brake Module based upon the resistance value being less than the maximum

value of resistance calculated in Step 3. If the Dynamic Brake Resistor valueof one Dynamic Brake Module is not sufficiently low, consider using up to

three Dynamic Brake Modules in parallel, such that the parallel Dynamic

Brake resistance is less than Rdb1

calculated in Step 3. If the parallel

combination of Dynamic Brake Modules becomes too complicated for the

application, consider using a Brake Chopper Module with a separately

specified Dynamic Brake Resistor.

Step 5 Estimate the Minimum Wattage Requirements for the DynamicBrake Resistors

It is assumed that the application exhibits a periodic function of acceleration

and deceleration. If (t3 - t2) equals the time in seconds necessary for

deceleration from rated speed to o speed, and t4 is the time in seconds

before the process repeats itself, then the average duty cycle is (t3 - t2)/t4.The power as a function of time is a linearly decreasing function from a

value equal to the peak regenerative power to some lesser value after (t3 -

t2) seconds have elapsed. The average power regenerated over the interval

of (t3 - t2) seconds is:

Rdb1 =Vd = DC Bus voltage the chopper module regulates to

(375V DC, 750V DC, or 937.5V DC)

Pb = Peak braking power calculated in Step 2 (watts)

Rdb1

= Maximum allowable value for the dynamic brakeresistor (ohms)

0.9 Vd2

Pb

Rdb1 =[ ]

[ ]Rdb1 = _________ ohms

Pb

2

b + o

b( )


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1336-5.64 July, 2005

The average power in watts regenerated over the period t4 is:

The Dynamic Brake Resistor power rating of the Dynamic Brake Module

(singly or two in parallel) that will be chosen must be greater than the value

calculated in Step 5. If it is not, then a Brake Chopper Module with thesuitable Dynamic Brake Resistor must be specified for the application.

Step 6 Calculate the Percent Average Load of the Dynamic Brake Resistor

The calculation of AL is the Dynamic Brake Resistor load expressed as a

percent. Pdb is the sum of the Dynamic Brake Module dissipation capacity

and is obtained from Table 1a, 2a, or 3a. This will give a data point for aline to be drawn on the curve in Figure 3. The number calculated for ALmust be less than 100%. If AL is greater than 100%, an error was made in

a calculation or the wrong Dynamic Brake Module was selected.

Pav =

Pav = Average dynamic brake resister dissipation (watts)t3 - t2= Deceleration time frombtoo (seconds)

t4 = Total cycle time or period of process (seconds)

Pb = Peak braking power (watts)

b = Rated motor speed (Rad / s)

o = A lower motor speed (Rad / s)

[t3 - t2]

t4

Pav =[ ]

[ ]

[ ]

2

Pav = _________ watts

Pb

2

b + o

b( )

+( )

AL =

AL = Average load in percent of Dynamic Brake Resistor

Pav

= Average dynamic brake resistor dissipation calculated inStep 5 (watts)

Pdb = Steady state power dissipation capacity of dynamic brakeresistors obtained from Table 1a, 2a, or 3a (watts)

Pav

Pdb

100

AL =[ ]

[ ] 100 AL = _________ %


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Step 7 Calculate the Percent Peak Load of the Dynamic Brake Resistor

The calculation of PL in percent gives the percentage of the instantaneous

power dissipated by the Dynamic Brake Resistors relative to the steady state

power dissipation capacity of the resistors. This will give a data point to be

drawn on the curve ofFigure 3. The number calculated for PL willcommonly fall between 300% and 600%. A calculated number for PL of

less than 100% indicates that the Dynamic Brake Resistor has a higher

steady state power dissipation capacity than is necessary.

Step 8 Plot the Steady State and Transient Power Curves on Figure 3

Draw a horizontal line equal to the value of AL (Average Load) in percent

as calculated in Step 6. This value must be less than 100%.

Pick a point on the vertical axis equal to the value of PL (Peak Load) in

percent as calculated in Step 7. This value should be greater the 100%.

Draw a vertical line at (t3 - t2) seconds such that the line intersects the AL

line at right angles. Label the intersection point Point 1.

Draw a straight line from PL on the vertical axis to Point 1 on the AL line.

This line is the power curve described by the motor as it decelerates to

minimum speed.

Figure 3Plot Your Power Curve

PL =

PL = Peak load in percent of Dynamic Brake Resistor

Pb = Peak braking power calculated in Step 2 (watts)

Pdb = Steady state power dissipation capacity of dynamic brakeresistors obtained from Table 1a, 2a, or 3a (watts)

Pb

Pdb 100

PL =[ ]

[ ] 100 PL = __________ %

t(time in seconds)

100

200

300

400

500

600

10 2 3 4 5 6 7 8 9 10

Power

(%)

KA, KB, KC Transient Power Capacity


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If the line you drew lies to the left of the constant temperature power curve

of the Dynamic Brake Resistor, then there will be no application problem.

If any portion of the line lies to the right of the constant temperature power

curve of the Dynamic Brake Resistor, then there is an application problem.

The application problem is that the Dynamic Brake Resistor is exceeding

its rated temperature during the interval that the transient power curve is tothe right of the resistor power curve capacity. It would be prudent to parallel

another Dynamic Brake Module or apply a Brake Chopper Module with a

separate Dynamic Brake Resistor.

ATTENTION: The heavy duty dynamic brake unit contains a

thermostat to guard against overheating and component damage.

If the thermostat sensed excessive ambient temperature

associated with a high duty cycle, torque setting, or overload

condition, the thermostat will open and disable the brake untilcomponents cool to rated temperature. During the cooling period,

no brake operation is available.

If reduced braking torque represents a potential hazard to

personnel, auxiliary stopping methods must be considered in the

machine and/or control circuit design.

!


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1336-5.64 July, 2005

Example Calculation A 50 HP, 4 Pole, 460 Volt motor and drive is accelerating and deceleratingas depicted in Figure 2.

Cycle period (t4) is 60 seconds

Rated speed is 1785 RPM and is to be decelerated to 0 speed in 6.0

seconds

Motor load can be considered purely as an inertia, and all powerexpended or absorbed by the motor is absorbed by the motor and load

inertia

Load inertia is directly coupled to the motor

Motor inertia plus load inertia is given as 9.61 kg-m2

Calculate the necessary values to choose an acceptable Dynamic Brake

Module.

Rated Power = 50 HP 746 = 37.3 kW

This information was given and must be known before the calculation

process begins. This can be given in HP, but must be converted to wattsbefore it can be used in the equations.

Rated Speed = 1785 RPM = 2 1785/60 = 186.93 Rad/s =b

This information was given and must be known before the calculation

process begins. This can be given in RPM, but must be converted to radians

per second before it can be used in the equations.

o = 0 RPM = 0 Rad/s

Total Inertia = 9.61 kg-m2 = JT

This value can be in lb-ft2 or Wk2, but must be converted into kg-m2 before

it can be used in the equations.

Deceleration Time = (t3 - t2) = 6.0 seconds.

Period of Cycle = t4 = 60 seconds.

Vd = 750 Volts

This was known because the drive is rated at 460 Volts rms. If the drive

were rated 230 Volts rms, then Vd = 375 Volts, and if the drive were rated

at 575 Volts rms, then Vd = 937.5 Volts.

All of the preceding data and calculations were made from knowledge of

the application under consideration. The total inertia was given and did not

need further calculations as outlined in Step 1.

This is 150% rated power and is equal to the maximum drive limit of 150%

current limit. This calculation is the result ofStep 2 and determines the peakpower that must be dissipated by the Dynamic Brake Resistor.

= 55.95 kWJTb(b-o)

(t3 - t2)Peak Braking Power = Pb =


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1336-5.64 July, 2005

Rdb1 = 0.9Vd2/Pb = 9.05 ohms

This calculation is the result ofStep 3 and determines the maximum ohmicvalue of the Dynamic Brake Resistor. Note that a choice of Vd = 750 Volts

DC was made based on the premise that the drive is rated at 460 Volts.

The most cost-effective combination of Dynamic Brake Modules chosen

in Step 4 is one 1336-MOD-KB050 and one 1336-MOD-KB010 operatedin parallel. This results in an equivalent Dynamic Brake Resistance of

8.76 ohms.

By comparison, a KB050 paralleled with a KB005 results in an equivalent

Dynamic Brake Resistance of 9.57 ohms, which is greater than the

maximum allowable value of 9.05 ohms. If two KB050 Dynamic Brake

Modules are paralleled, the equivalent resistance would be 5.25 ohms,

which will satisfy the resistance criteria set by Step 3, but is not costeffective.

This is the result of calculating the average power dissipation as outlined

in Step 5. Verify that the sum of the power ratings of the Dynamic BrakeResistors chosen in Step 4 is greater than the value calculated in Step 5.

AL = 100 Pav/Pdb = 32%

This is the result of the calculation outlined in Step 6 and is less than 100%.

Draw AL as a dotted line on Figure 4.

PL = 100 Pb/Pdb = 617%

This is the result of the calculation outlined in Step 7 and should always begreater than 100%.

= 2.8 kWb +o

b

Pav =(t3 - t2)

t4 (

Pb

2 )


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1336-5.64 July, 2005

Figure 4Power Curve Out of Range

Figure 4 is the result ofStep 8. Note that a portion of the motor power curvelies to the right of the constant temperature power curve of the Dynamic

Brake Resistor. This means that the resistor element temperature is

exceeding the operating temperature limit. This could mean a shorter

Dynamic Brake Resistor life than expected. To alleviate this possibility, use

two KB050 Dynamic Brake Modules in parallel and recalculate.

AL = 20%

PL = 400%

Figure 5Power Curve In Range

Figure 5 is the result ofStep 8 using two KB050 Dynamic Brake Modulesin parallel and the graph indicates that the resistive element temperature

will not exceed the operational limit.

t(time in seconds)

100

AL = 32%

200

300

400

500

600

PL = 617%

10 2 3 4 5 6 7 8 9 10

Power

(%)


Point 1

t(time in seconds)

100

AL = 20%

200

300

PL = 400%

500

600

10 2 3 4 5 6 7 8 9 10

Power

(%)


Point 1


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Table 1aMaximum Ratings for 230V AC Drives, 375 Volts Turn-on Voltage

Table 2aMaximum Ratings for 380-460V AC Drives, 750 Volts Turn-on Voltage

Table 3a

Maximum Ratings for 575V AC Drives, 937.5 Volts Turn-on Voltage

Dynamic Brake Module

Catalog No. 1336-MOD-

Resistance Value of Dynamic

Brake Resistor (Ohms)

Average Wattage Dissipation of

Dynamic Brake Resistor (Watts)

KA 005 28.0 666

KA 010 13.2 1650







KB 005 108.0 1500

KB 010 52.7 2063

KB 050 10.5 7000







KC 005 108.0 1500

KC 010 52.7 2063

KC 050 15.8 8000


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KA005-KA010, KB005-KB010 and KC005-KC010Dimensions, Weights and Conduit Entry Locations

Dimensions and Weights in Millimeters (Inches) and Kilograms (Pounds)

B

A

E

G

HD FF

(Front)

C

(Side)

K

I JIConduit Entry

28.5mm (1.12") Dia.

(Bottom)

R1 (4 places)

R2

CAT 1336MODKB005 SERC

BULLETIN 1336 DYNAMIC BRAKE DC POWER

INPUT 680750 VDC. 2.5 ADC (RMS) BRAKE ON

AB

P\N151076

REV

01

MADE IN U.S.A.

FORUSEWITH380/460 VACBULL. 1336 A.F. DRIVES

(OUTPUT) HEAT DISSIPATION 375 WATTSMAXIMUM

Option Code A B C D E F G H I J K R1 Dia. R2 Dia. Weight

KA005-KA010

KB005-KB010

KC005-KC010

193.5

(7.62)

441.4

(17.38)

174.5

(6.87)

133.4

(5.25)

425.4

(16.75)

30.0

(1.18)

6.4

(0.25)

9.7

(0.38)

50.8

(2.00)

46.0

(1.81)

50.8

(16.75)

7.1

(0.28)

14.3

(0.56)

6.8

(15.00)


18/28


1336-5.64 July, 2005

KB050 and KC050Dimensions, Weights and Conduit Entry Locations

Dimensions and Weights in Millimeters (Inches) and Kilograms (Pounds)

G

A

(Front)

DF F

B

G

R1 (6 places)

E2

E1

R2

(Side)

C

HH I

J

(Bottom)

Conduit Entry

28.5mm (1.12") Dia.

CAT 1336MODKC050 SERB

BULLETIN 1336 DYNAMIC BRAKE DC POWER

INPUT 935 VDC. 10 ADC (RMS) BRAKE ON

AB

P\N151081

REV

01

MADE IN U.S.A.

FORUSEWITH500/600 VACBULL. 1336 A.F. DRIVES(OUTPUT) HEAT DISSIPATION 3750 WATTSMAXIMUM

Option Code A B C D E1 E2 F G H I J K R1 Dia. R2 Dia. Weight

KB050

and KC050

406.4

(16.00)

609.6

(24.00)

247.7

(9.75)

381.0

(15.00)

304.8

(12.00)

592.3

(23.32)

12.7

(0.50)

17.3

(0.68)

19.1

(0.75)

50.8

(2.00)

152.4

(6.00)

79.3

(3.12)

8.4

(0.33)

14.3

(0.56)

33.8

(75.00)


19/28


1336-5.64 July, 2005

Specifications

Installation Requirements

Braking Torque 100% torque for 20 seconds (typical).

Duty Cycle 20% (typical).

Input Power DC power supplied from DC Bus.

Customer supplied 115V AC, 1, 50/60 Hz required forKB050 & KC050 brake operation.

Enable Signal: 50 mA

Fan Power: 600 mA

Optional

Brake Fault Contact

(1) N.O. contact, TTL compatible, closed when115V AC is applied, open when a brake fault or loss of power occurs.

Customer supplied 115V AC, 50 mA required for KA005, KB005,KC005, KA010, KB010 & KC010 optional brake fault contactmonitoring.

UL/CSA Rating: 0.6 Amps, 125VAC.0.6 Amps, 110VAC.2.0 Amps, 30VAC.

Initial Contact Resistance: 50m maximum.

Temperature -10C to 50C (14F to 122F).

Humidity 5% to 95% non-condensing.

Atmosphere NEMA Type 1 Cannot be used in atmospheres having corrosive orhazardous dust, vapor or gas.

Altitude Derating 1,000 meters (3,300 feet) maximum without derating.

Enclosure Type KA005, KB005, KC005 IP20 (NEMA Type 1)KA010, KB010, KC010 IP20 (NEMA Type 1)KB050, KC050 IP00 (Open)

ATTENTION:Electric Shock can cause injury or death.Remove all power before working on this product.

For all Dynamic Brake ratings, DC brake power is supplied from

the drive DC Bus. In addition:

1. Dynamic Brakes KB050 and KC050 have fans and an enable

circuit that requires a 115V AC user power supply.

2. Optional brake fault contact monitoring also requires a 115V

AC user power supply. For KB050 and KC050 brakes, the

same AC power supply may be used.

Hazards of electrical shock exist if accidental contact is made

with parts carrying bus voltage. A bus charged indicator on the

brake enclosures provides visual indication that bus voltage ispresent. Before proceeding with any installation or

troubleshooting activity, allow at least one minute after input

power has been removed for the bus circuit to discharge. Bus

voltage should be verified by using a voltmeter to measure the

voltage between the +DC and -DC terminals on the drive power

terminal block. Do not attempt any servicing until bus charged

indicating lights have extinguished and bus voltage has

diminished to zero volts.

!


20/28


1336-5.64 July, 2005

Mounting Requirements Dynamic brake enclosures must only be installed in the vertical position.Select a location using the guidelines below and information provided in

the Recommended Brake Configurations section.

Each dynamic brake enclosure must be mounted outside of any other

enclosure or cabinet and exposed to unrestricted circulating air for

proper heat dissipation. Allow a minimum of 304.8 mm (12 in.)between brake enclosures and all other enclosure or cabinets including

the drive.

Each enclosure must be mounted in an area where the environment

does not exceed the values listed in the specification section of this

publication.

If only one dynamic brake enclosure is required, the enclosure must be

mounted within 3.0 m (10 ft.) of the drive.

If more than one KB050 or KC050 brake enclosure is required, a

separate user supplied terminal block must be mounted within 3.0 m

(10 ft.) of the drive. Allow a maximum distance of 1.5 m (5 ft.)

between each brake enclosure and the terminal block.

If more than one KA005-KA010, KB005-KB010 or KC005-KC010

brake enclosure is required, the first enclosure must be mounted within

3.0 m (10 ft.) of the drive. Allow a maximum distance of 1.5 m (5 ft.)

between each remaining brake enclosure.

Separate conduit must be provided for the control connections

between multiple brake enclosures.

Separate conduit must be provided for the DC power connections

between brake enclosures, the terminal block (if required) and the

drive. For AC power connection and conduit requirements, refer to

your 1336, 1336VT, 1336 PLUS II, or 1336 FORCE User Manual.

IMPORTANT:The National Electrical Codes (NEC) and local regulations

govern the installation and wiring of the Heavy Duty Dynamic Brake. DC

power wiring, AC power wiring, control wiring and conduit must be sized

and installed in accordance with these codes and the information supplied

on the following pages.


21/28


1336-5.64 July, 2005

Recommended BrakeConfigurations

DriveBrake

Enclosure

304.8 mm(12 In.)

Minimum

3.0 m(10 ft.)

Maximum

304.8 mm(12 In.)

Minimum

304.8 mm(12 In.)

Minimum

304.8 mm

(12 In.)Minimum

Drive

UserSuppliedTerminal

Block

304.8 mm(12 In.)

Minimum

3.0 m(10 ft.)

Maximum

304.8 mm(12 In.)

Minimum

1.5 m(5 ft.)

Maximum

304.8 mm(12 In.)

Minimum

1.5 m(5 ft.)

Maximum

Single Brake Enclosure

KA050, KB050 and KC050

Multiple Brake Enclosures

DriveBrake

Enclosure

304.8 mm(12 In.)

Minimum

3.0 m(10 ft.)

Maximum

304.8 mm(12 In.)

Minimum

304.8 mm(12 In.)

Minimum

Brake

Enclosure

304.8 mm(12 In.)

Minimum

1.5 m(5 ft.)

Maximum

304.8 mm(12 In.)

Minimum

304.8 mm(12 In.)

Minimum

304.8 mm(12 In.)

Minimum

1.5 m(5 ft.)

Maximum

KA005-KA010, KB005-KB010 and KC005-KC010

Multiple Brake Enclosures

Brake

Enclosure

Brake

Enclosure


22/28


1336-5.64 July, 2005

Brake Fault Contact Monitoring For all brake ratings a fault contact has been provided to provide a remoteoutput signal to an Allen-Bradley 1336-MOD-L3, L6 or PLC. Should a

brake fuse fail, the brake thermostat trip (or for KB050 & KC050 units the

brake enable signal be lost), the brake fault contact will open.

Interconnection wiring for remote brake monitoring is provided in the

Wiring Schemes.

Brake Fuses All dynamic brakes are internally fused to protect brake components. Whenreplacing brake fuses, use only the type and size specified below.

Brake Module Jumper Settings For the Recommended Brake Configurations shown on the previous page aswell as the interconnection diagrams shown on the following pages, there

can be only one master brake to control dynamic braking. When multiple

brakes are used, only one brake can serve as the master brake to control the

remaining slave brakes.

Master Brake Module Jumper Settings

For the master brake, leave slave/master

jumper W1 factory set to master Betweenjumper positions 2 & 3.

Slave Brake Module Jumper Settings

In each slave enclosure, reset jumper W1 to

slave Between jumper positions 1 & 2

Input Voltage Jumper Settings

For KB brakes, remember to set jumper W2

in all enclosures to correspond to the

nominal drive input voltage. Setting the

jumper between positions 1 & 2 will select

an input voltage of 415/460 volts. Setting the

jumper between positions 2 & 3 will select

an input voltage of 380 volts.

KA and KC brakes do not have input voltage

jumpers.

Dynamic Brake Fuse Type Rating

KA005 F1 A50P10 or Equivalent 10A, 500V

KB005 F1 A60Q or Equivalent 5A, 600V

KC005 F1 FWP-5 or Equivalent 5A, 700V

KA010 F1 A50P20 or Equivalent 20A, 500V

KB010 F1 A60Q or Equivalent 10A, 600V

KC010 F1 FWP-10 or Equivalent 10A, 700VKB050 F1 & F2 A70QS35 or Equivalent 35A, 700V

KC050 F1 & F2 A70QS35 or Equivalent 35A, 700V

Slave/MasterJumperSet toMaster

KA005-KA010

KB005-KB010

KC005-KC010

KB050

KC050

W1

W1M

1

2

3

SM

S

3

2

1

Slave/MasterJumperSet toSlave

KA005-KA010KB005-KB010KC005-KC010

KB050KC050

W1

W1M

1

2

3

SM

S

3

21

InputVoltageJumperSet to460V

KB005-KB010 KB050W2

460V

W2380V

1

2

3 460V

3

2

1V SELECT380V


23/28


1336-5.64 July, 2005

KA005-KA010, KB005-KB010 and KC005-KC010Terminal Block, Fuse and Jumper Locations

W2460V

12

3

380VM

12

3

W1S

DS2

Fuse F1

KB005-KB010 Units Only

Power and Control

Terminal Block TB1

Brake Fault Contact

Terminal Block TB3

BrakeModuleBoard

Brake ON Light

DS1

RelayOptionBoard

Fuse F1KA005-KA010

andKC005-KC010 Units Only

TB34321

DS2

DS1

Slave/Master Jumper W1

W1

M

123

S

Input Voltage Select Jumper W2KB005-KB010 Units Only

W2460V

123

380V

DC Power ON Light

SLAVE IN.(+) () DC BUS() (+) FUSEF1

TERMINAL STRIP TB1

MASTER OUT() (+)

1 2 3 4 5 6

Brake Chassis

Ground Screw

Front ViewSide View


24/28


1336-5.64 July, 2005

KB050 and KC050Terminal Block, Fuse and Jumper Locations

Power and ControlTerminal Block TB1

TB3

12

Fuse F2

Input Voltage SelectJumper W2

KB050 Units Only

Brake Chassis Ground Screw

Brake Fault ContactTerminal Block TB3

Brake Module Board

DS1

DC Power ON Light

Fuse F1

DS1

V. SELM

W1 W2

S

380V

TB3

Slave/Master

Jumper W1

321

DS2

Brake ON Light

DS2

460V

3

W2

W1

21

V SELECT380V

SLAVE IN.(+) ()

DC BUS() (+)

120VACPOWER

120VACENABLE

TERMINAL STRIP TB1

MASTER OUT() (+)

1 2 3 4 5 6 7 8 9 10

460V

M

S

3

21


25/28


1336-5.64 July, 2005

KA005-KA010, KB005-KB010 and KC005-KC010Wiring Scheme

L1 L2 L3 +DC -DC

TB1

Drive

TB3

MOD-L3 or L6

20 STOP

19 START

START

115V AC

21 COM

22

23

24

25 COM

26

27

28

29 COM

30 ENABLE

STOP

CUSTOMERENABLE

2 () SLAVE IN.

1 (+) SLAVE IN.

4 (+) MASTER OUT

5 () DC BUS

3 () MASTER OUT

TB1

SlaveBrake6 (+) DC BUS

1

3

4

2

TB3

2 () SLAVE IN.

1 (+) SLAVE IN.

4 (+) MASTER OUT

5 () DC BUS

3 () MASTER OUT

TB1

Master

Brake6 (+) DC BUS

1

3

4

2

TB3

Brake Power Wiring

Brake Power Wiring

All DC Brake Power Wiring must be twisted pair and run in conduit separate from Control Wiring.

Minimum required DC Brake Power Wiring sizes are listed in tables 1b, 2b and 3b.

Control Wiring

All Control Wiring must be twisted pair and run in conduit separate from DC Brake Power Wiring.

Interconnection Control Wiring between the brake terminals must be twisted pair, 1 mm2 (18AWG) minimum.

Optional Brake Fault Contact Wiring

A separate 115VAC power supply is required if the brake fault contacts are to be monitored.

Refer to your 1336, 1336VT, 1336PLUS, or 1336FORCE User Manual for wire selection and installation details.

Connect to AUX at TB3 Terminal 24 for L6 Option Terminal 28 for L3 Option.

The MASTER OUT terminals are factory jumpered and must remain jumpered for single brake applications.For multiple brake applications, remove the jumpers in all but the last enclosure.

Contact is shown in a de-energized state. Contact is closed when 115V AC power is applied to TB3 and pilot relay is energized.Loss of power or a brake malfunction will open contact.

Connect the brake frame to earth ground. Refer to the connected drive's User Manual for grounding instructions.

-BRK

Important: Series A 1336 PLUS (A4 frames)380-480V, 5.5-7.5kW/7,5-10HP, do not use the-DC terminal for brake connection. A separate -BRK

terminal is supplied for proper brake connection.

2 () SLAVE IN.

1 (+) SLAVE IN.

4 (+) MASTER OUT

5 () DC BUS

3 () MASTER OUT

TB1

Slave

Brake6 (+) DC BUS

1

3

4

2

TB3


26/28


1336-5.64 July, 2005

-DC

-DC

-DC

+DC

+DC

+DC

L1 L2 L3 +DC -DC

TB1

Drive

TB3

MOD-L3 or L6

20 STOP

19 START

START

115V AC

21 COM

22

23

24

25 COM

26

27

28

29 COM

30 ENABLE

STOP

115VAC

(user supplied)

+DC Brake Power Wiring

-DC Brake Power Wiring

All DC Brake Power Wiring must be twisted pairand run in conduit separate from Control Wiring.

Minimum required DC Brake Power Wiring sizes

are listed in tables 1b, 2b and 3b.

Control WiringAll Control Wiring must be twisted pair and run

in conduit separate from DC Brake Power Wiring.

Interconnection Control Wiring between the

brake terminals must be twisted pair,

1 mm2 (18 AWG) minimum.

Optional Brake Fault Contact WiringA separate 115V AC power supply is required if

the brake fault contacts are to be monitored.

Refer to your 1336, 1336VT, 1336 PLUS, or

1336 FORCE User Manual for wire selection

and installation details.

Connect to AUX at TB3 Terminal 24 for L6 Option

Terminal 28 for L3 Option.

When more than KB050 or KC050 brake

is required, a separate user supplied Auxiliary Term

Block is also required A-B Catalog Number 1492-PDM3141 or equivalent.

A separate 115V AC power supply is required to operate fans and enable the brake.

The MASTER OUT terminals are factory jumpered and must remain jumpered for single brake

applications. For multiple brake applications, remove the jumpers in all but the last enclosure.

Contact is shown in a de-energized state. Contact is closed when 115V AC power is applied to TB3 and

pilot relay is energized. Loss of power or a brake malfunction will open contact.

Connect the brake frame to earth ground. Refer to the connected drive's User Manual for grounding instructions.

Auxiliary Term Block

(user supplied)

Master Brake

1

2

TB3

TB1

TB1

1 (+) SLAVE IN.

3 () MASTER OUT

4 (+) MASTER OUT

5 () DC BUS

6 (+) DC BUS

7 120VAC POWER

10 120VAC ENABLE

8 120VAC POWER

9 120VAC ENABLE

2 () SLAVE IN.

1 (+) SLAVE IN.

3 () MASTER OUT

4 (+) MASTER OUT

5 () DC BUS

6 (+) DC BUS

7 120VAC POWER

10 120VAC ENABLE

8 120VAC POWER

9 120VAC ENABLE

2 () SLAVE IN.

Slave Brake

1

2

TB3

CUSTOMER

ENABLE

Master Brake

1

2

TB3

TB1

1 (+) SLAVE IN.

3 () MASTER OUT

4 (+) MASTER OUT

5 () DC BUS

6 (+) DC BUS

7 120VAC POWER

10 120VAC ENABLE

8 120VAC POWER

9 120VAC ENABLE

2 () SLAVE IN.

KB050 and KC050Wiring Scheme


27/28


1336-5.64 July, 2005

DC Power Wiring Tables Required Minimum DC Power Wiring Sizes in mm2 and (AWG)

Table 1b DC Brake Power Wiring for 200-240V AC Drives



for drive rating withDrive Auxiliary Term Block

wire size

Drive Masteror

Auxiliary Term Block - Masterwire size

Master Slavewire size

Slave Slavewire size

AQF05-AQF50 (1) KA005 6 (10)

A007-A010 (1) KA010 6 (10)

A015 (1) KA005 + (1) KA010 6 (10) 6 (10)

A020 (2) KA010 6 (10) 6 (10)

for drive rating withDrive Auxiliary Term Block

wire size

Drive Masteror

Auxiliary Term Block - Masterwire size

Master Slavewire size

Slave Slavewire size

BRF05-BRF50B003-B005

(1) KB005 4 (12)

B007-B010 (1) KB010 4 (12)

B015 (1) KB005 + (1) KB010 4 (12) 4 (12)

B020 (2) KB010 4 (12) 4 (12)

BX040BX060B040-B060

(1) KB050 6 (10)

B075-B100 (2) KB050 16 (6) 6 (10)

for drive rating with

Drive Auxiliary Term Block

wire size

Drive Masteror

Auxiliary Term Block - Master

wire size

Master Slave

wire size

Slave Slave

wire sizeC003-C005 (1) KC005 4 (12)

C007-C010 (1) KC010 4 (12)

C015 (1) KC005 + (1) KC010 4 (12) 4 (12)

C020 (2) KC010 4 (12) 4 (12)

C040-C060 (1) KC050 6 (10)

C075-C100 (2) KC050 16 (6) 6 (10)


28/28

www.rockwellautomation.com

Americas: RockwellAutomation, 1201 SouthSecondStreet, Milwaukee,WI 53204-2496USA,Tel: (1)414.382.2000, Fax: (1) 414.382.4444Europe/Middle East/Africa: RockwellAutomation,PegasusPark,De Kleetlaan 12a, 1831 Diegem, Belgium, Tel: (32) 2 6630600, Fax: (32) 2 6630640Asia Pacific: Rockwell Automation, Level 14, Core F, Cyberport3, 100Cyberport Road,Hong Kong, Tel: (852) 2887 4788, Fax: (852) 2508 1846

Power,ControlandInformation SolutionsHeadquarters

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